Aerial camera system

ABSTRACT

Aerial camera systems are disclosed, including an aerial camera system that comprises at least one camera arranged to capture a plurality of successive images; the at least one camera being rotatable such that the field of view of the camera traverses across a region of the ground that includes multiple different swathes extending in different directions, the at least one camera having a steering mirror to direct light reflected from the ground onto a lens assembly, the lens assembly having a central longitudinal axis extending in a direction generally parallel to a direction of movement of a survey aircraft; and the system arranged to control the at least one camera to capture successive images at defined intervals as the at least one camera rotates.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present patent application claims priority to and is a continuationof the patent application filed Dec. 19, 2018, identified by Ser. No.16/226,320; which claims priority to and is a continuation of the patentapplication filed Mar. 22, 2017, identified by Ser. No. 15/513,538, nowabandoned; which is a national stage filing from the PCT applicationfiled Oct. 8, 2015, identified by serial number AU2015/000606,publication number WO2016/054681; which claims priority to theAustralian provisional patent application filed Apr. 14, 2015,identified by serial number AU2015901332, and to the Australianprovisional patent application filed Oct. 8, 2014, identified by serialnumber AU2014904018; the entire contents of each of which are herebyincorporated by reference herein.

FIELD OF THE INVENTION

The present invention relates to an aerial camera system for capturingground images from a survey aircraft.

BACKGROUND OF THE INVENTION

It is known to provide an aerial camera system that is arranged tocapture ground images from a survey aircraft. Typically, the aerialcamera system is mounted to an underside portion of the survey aircraftand ground images are captured as the survey aircraft moves alongdefined flight lines. The system is arranged to capture multiple imagesfor each ground feature, which enables a photogrammetric solution, suchas a bundle adjustment process, to be applied to the captured images inorder to determine a best case solution for interior and exteriororientation information associated with each camera used and the imagescaptured by each camera. The solution produced by the bundle adjustmentprocess may then be used to produce nadir and/or oblique photomaps.

In order to improve the photogrammetric solution produced by the bundleadjustment process, the number of images taken for each ground featuremust be increased, and typically this is achieved by capturing imagesmore frequently so that the overlap between successively captured imagesis increased, and by ensuring that sufficient overlap exists betweenadjacent flight lines.

In order to produce a good photogrammetric solution, a redundancy ofabout 10 is generally required, but with a relatively long associatedfocal length for each image and relatively large image overlaps, theratio of distance between camera locations at image capture and distanceto target (the ‘base-to-height’ ratio) is relatively small, whichaffects accuracy of the photogrammetric solution.

Productivity of an aerial camera system is determined according to theamount of ground area captured per hour at a given resolution.Therefore, since flying costs are primarily determined on an hourlyrate, if a system captures more ground area per hour, then the cost perunit area decreases.

Productivity in relation to the ground area captured per hour at adefined resolution can potentially be increased by flying faster, flyinghigher and/or using a wider field of view (FoV).

However, flying a survey aircraft faster causes motion blur at higherspeeds. An acceptable level of motion blur is typically 50% of 1 pixel,and is given by:

Blur=speed of aircraft*shutter speed

For an aircraft travelling at 75 m/s with a 1/2000 s shutter speed, themotion blur is:

Blur=75* 1/2000=0.0375 m (3.75 cm)

Therefore, if it is desired to capture imagery at a resolution of 7.5cm, the survey aircraft cannot travel any faster than 75 m/s if blur isto be maintained at an acceptable level. The speed of the aircraft canhowever be increased without unduly affecting the resolution by usingforward motion compensation (FMC).

FMC is typically implemented using either an orthogonal transfer CCD orwith a motion compensation camera mount which physically moves thecamera during the exposure to keep the image relatively steady on thesensor during exposure.

Flying higher causes a greater area of ground to be covered, althoughincreasing the area of ground covered whilst maintaining the same fieldof view causes the resolution to degrade unless longer focal lengthlenses or a higher resolution sensor are used.

While longer focal length lenses maintain resolution, the FoV isnarrower, which negates the increase in altitude. Higher resolutionsensors are limited by available technology, and image quality typicallydegrades as the sensor resolution increases because the light collectingarea is smaller. Higher resolution sensors also typically have lowerdata throughput rates. For example, 250 MegaPixel (MP) 14 bit sensorsmay have a data readout rate as low as 232 MB/s, whereas a sub-20 MPsensor may have data readout rates exceeding 1 GB/s. Higher resolutionsensors are also typically more expensive.

Using a wider FoV allows a wider swathe of the ground to be imaged, butperspective distortion occurs to the extent that 50°-60° is generallyconsidered to be an upper limit for FoV.

An effective increase in FoV can be achieved by using multiple sensorsarranged in a contiguous array to create a wider total system FoV,although such an arrangement is generally constrained by packaging.

SUMMARY OF THE INVENTION

An aerial camera system is disclosed that comprises: at least one cameraarranged to capture a plurality of successive images; the field of viewof at least one camera being movable in a substantially transversedirection across a region of the ground; the system arranged to controlthe at least one camera to capture successive images at definedintervals as the field of view moves; and the system arranged to reducethe speed of movement of the field of view in synchronization withcapture of an image.

In an embodiment, the system is arranged to stop movement of the fieldof view in synchronization with capture of an image.

In an embodiment, the at least one camera is rotatable such that thefield of view of the camera is movable in a substantially transversedirection across a region of the ground.

In an embodiment, the system is arranged to rotate the at least onecamera about an axis substantially parallel to the direction of movementof the survey aircraft. In an embodiment, the system is arranged torotate the at least one camera by oscillating the at least one camerabetween a rotational start position and a rotational end position. Therotational start position may correspond to about −35° and therotational end position may correspond to about +35°.

In an embodiment, the system is arranged to control rotation of the atleast one camera using a servo motor and a rotary encoder.

In an embodiment, the system is arranged to use a detected positionand/or orientation of the survey aircraft to determine whether to modifythe rotational position of the at least one camera in order to provideat least partial compensation for changes to the position and/ororientation of the survey aircraft.

In an embodiment, the at least one camera is mounted in a camera tubeand the system is arranged to control rotation of the camera tube.

In an embodiment, the system comprises at least one ortho cameraarranged to capture images representative of a ground area substantiallydirectly beneath the survey aircraft.

In an embodiment, the system comprises at least one oblique cameraarranged to capture oblique images representative of a ground area thatis not located substantially directly beneath the survey aircraft. Theor each oblique camera may be arranged such that the field of view ofthe oblique camera is directed at an angle approximately 20° fromvertical.

In an embodiment, the system comprises at least one rear oblique cameraarranged such that the field of view of the rear oblique camera isdirected rearwardly of the survey aircraft, and at least one forwardoblique camera arranged such that the field of view of the forwardoblique camera is directed forwardly of the survey aircraft.

In an embodiment, each oblique camera is mounted such that the field ofview of each oblique camera traverses across a region of the ground thatincludes multiple different oblique swathes extending in differentdirections as the at least one oblique camera rotates.

In an embodiment, multiple camera tubes are provided, each camera tubeincluding at least one ortho and/or at least one oblique camera.

In an arrangement, the system is arranged to control the at least oneortho camera to capture successive images at defined intervals as the atleast one camera rotates such that successive images overlap by about2%.

In an arrangement, the system is arranged to control the at least oneortho camera to capture successive images such that adjacent groundcoverage footprints in a direction parallel to the direction of travelof the survey aircraft overlap by about 70%.

In an arrangement, the system is arranged to control survey aircraftflight lines such that ortho camera ground coverage footprints ofadjacent flight lines overlap by about 70%.

In an embodiment, the system is arranged such that adjacent obliqueground coverage footprints overlap by about 33%.

In an embodiment, each ortho camera has an associated ortho lensassembly arranged to focus light onto at least one ortho sensor, andeach oblique camera assembly has an associated oblique lens assemblyarranged to focus light onto at least one oblique sensor, the obliquelens assembly having a focal length about 40% longer than the focallength of the ortho lens assembly.

In an embodiment, each camera has an associated steering mirror arrangedto direct light onto a lens assembly.

In an embodiment, the at least one camera is oriented such that acentral longitudinal axis of a lens assembly of the camera extends in adirection generally parallel to the direction of movement of the surveyaircraft, and the system is arranged to rotate the steering mirror aboutan axis generally transverse to the direction of movement of the surveyaircraft so as to provide at least partial compensation for forwardmovement of the survey aircraft. The steering mirror may be rotated suchthat the steering mirror moves at a speed substantially corresponding tothe instantaneous speed of the survey aircraft. The steering mirror maybe arranged to rotate in a first direction corresponding to thedirection of movement of the survey aircraft from a defined startposition to a defined end position in order to at least partiallycompensate for forward movement of the survey aircraft, then to rotatein a second opposite direction to bring the steering mirror back to thedefined start position.

In an embodiment, the system is arranged to use a detected orientationof the survey aircraft to determine whether to modify the rotationalposition of the steering mirror in order to provide at least partialcompensation for changes to the orientation of the survey aircraft.

In an embodiment, the at least one camera is oriented such that acentral longitudinal axis of a lens assembly of the camera extends in adirection generally perpendicular to the direction of movement of thesurvey aircraft.

In an embodiment, the field of view of the camera is movable in asubstantially transverse direction across a region of the ground byrotating the steering mirror, and the system is arranged to reduce thespeed of movement of steering mirror in synchronization with capture ofan image.

In an embodiment, the shape of each ground coverage footprint iscontrollable by controlling when to start and stop image capture as therespective at least one camera rotates.

Also disclosed is an aerial camera system comprising: at least oneoblique camera arranged to capture a plurality of successive obliqueimages; the at least one oblique camera being rotatable such that thefield of view of the camera traverses across a region of the ground thatincludes multiple different oblique swathes extending in differentdirections; and the system arranged to control the at least one obliquecamera to capture successive oblique images at defined intervals as theat least one oblique camera rotates.

In an embodiment, the field of view of the oblique camera traversesacross a substantially at least partially parabolic shaped region of theground.

Also disclosed is an aerial camera system comprising: at least onecamera arranged to capture a plurality of successive images, the atleast one camera including at least one respective image sensor, and thefield of view of the camera being movable in a substantially transversedirection across a region of the ground; and a stabilisation assemblyassociated with each camera, the stabilisation assembly including atleast one steering mirror that is controllably movable so as totranslate the optical axis of the camera relative to the at least oneimage sensor in synchronization with image capture so as to effectstabilisation of an image on the at least one image sensor during imagecapture as the field of view of the camera moves in a substantiallytransverse direction across a region of the ground; the system arrangedto control the at least one camera to capture successive images atdefined intervals as the field of view of the camera moves in asubstantially transverse direction across a region of the ground.

In an embodiment, the at least one camera is rotatable such that thefield of view of the camera is movable in a substantially transversedirection across a region of the ground.

In an embodiment, the stabilisation assembly comprises one steeringmirror.

In an embodiment, the stabilisation assembly comprises two steeringmirrors, a first steering mirror rotated by a first rotational amountand a second steering mirror rotated by a second rotational amount, thefirst and second rotational amounts being such that the direction ofpropagation of a light ray directed by the first and second steeringmirrors before rotation of the first and second steering mirrors issubstantially parallel to the direction of propagation of a light raydirected by the first and second steering mirrors after rotation of thefirst and second steering mirrors, and such that the light ray afterrotation of the first and second steering mirrors is translated relativeto the light ray before rotation of the first and second steeringmirrors on a sensor.

In an embodiment, the first steering mirror and the second steeringmirror are arranged such that the length of the optical path between areference point on a ray incident on the first steering mirror and asensor is substantially the same before rotation of the first and secondsteering mirrors as after rotation of the first and second steeringmirrors.

In an embodiment, the stabilisation assembly comprises a fixed mirror inan optical path between the first and second steering mirrors.

In an embodiment, the stabilisation assembly comprises a common mirrorassembly, the common mirror assembly including a first steering mirrorand a second steering mirror fixedly disposed relative to each other,the common mirror assembly being movable so as to effect movement of thefirst and second steering mirrors.

In an embodiment, the at least one steering mirror oscillates insynchronization with image capture.

In an embodiment, at least one steering mirror is controlled by apiezo-electric actuator.

In an embodiment, the at least one camera is oriented such that acentral longitudinal axis of a lens assembly of the camera extends in adirection generally perpendicular to the direction of movement of thesurvey aircraft.

In an embodiment, each camera has an associated steering mirror arrangedto direct light onto a lens assembly, and the field of view of eachcamera is movable in a substantially transverse direction across aregion of the ground by rotating the steering mirror.

In an embodiment, the stabilisation assembly comprises one steeringmirror.

In an embodiment, the stabilisation assembly comprises two steeringmirrors, a first steering mirror rotated by a first rotational amountand a second steering mirror rotated by a second rotational amount, thefirst and second rotational amounts being such that the direction ofpropagation of a light ray directed by the first and second steeringmirrors before rotation of the first and second steering mirrors issubstantially parallel to the direction of propagation of a light raydirected by the first and second steering mirrors after rotation of thefirst and second steering mirrors, and such that the light ray afterrotation of the first and second steering mirrors is translated relativeto the light ray before rotation of the first and second steeringmirrors on a sensor.

In an embodiment, the first steering mirror and the second steeringmirror are arranged such that the length of the optical path between areference point on a ray incident on the first steering mirror and asensor is substantially the same before rotation of the first and secondsteering mirrors as after rotation of the first and second steeringmirrors.

In an embodiment, the system is arranged to rotate each camera about anaxis generally transverse to the direction of movement of the surveyaircraft so as to provide at least partial compensation for forwardmovement of the survey aircraft.

In an embodiment, the shape of each ground coverage footprint iscontrollable by controlling when to start and stop image capture as therespective at least one camera rotates.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will now be described, by way of example only,with reference to the accompanying drawings, in which:

FIG. 1 is a diagrammatic representation of a survey aircraftincorporating an aerial camera system in accordance with an embodimentof the present invention;

FIG. 2 is a diagrammatic perspective view of an aerial camera system inaccordance with an embodiment of the present invention;

FIG. 3 is a diagrammatic perspective view of an alternatively packagedaerial camera system in accordance with an embodiment of the presentinvention;

FIG. 4 is a diagrammatic cross-sectional view of a camera tube assemblyof the aerial camera system shown in FIG. 2 or FIG. 3;

FIG. 5 is a diagrammatic cross-sectional view of a bearing assembly ofthe camera tube assembly shown in FIG. 4;

FIG. 6 is a diagrammatic perspective view of a camera assembly of thecamera tube assembly shown in FIG. 4;

FIG. 7 is a camera tube movement plot illustrating rotational movementduring use of a camera tube of the camera tube assembly shown in FIG. 4;

FIG. 8 is a camera tube movement plot illustrating alternativerotational movement during use of a camera tube of the camera tubeassembly shown in FIG. 4;

FIG. 9 is a diagrammatic representation of a ground coverage footprintillustrating regions of the ground that are covered by an ortho cameraassembly and oblique camera assemblies;

FIG. 10 is a diagrammatic representation of an alternative groundcoverage footprint illustrating regions of the ground that are coveredby an ortho camera assembly and oblique camera assemblies;

FIG. 11 is a diagrammatic representation of an alternative groundcoverage footprint illustrating regions of the ground that are coveredby an ortho camera assembly and oblique camera assemblies;

FIG. 12 is a diagrammatic representation of an alternative groundcoverage footprint illustrating regions of the ground that are coveredby an ortho camera assembly and oblique camera assemblies; and

FIG. 13 is a block diagram illustrating operative components of anaerial camera system in accordance with an embodiment of the presentinvention;

FIG. 14 is a diagrammatic perspective view of an alternative cameraassembly in accordance with an embodiment of the invention, the cameraassembly including a stabilisation assembly;

FIG. 15 is a diagrammatic cross sectional view taken along the line A-Ain FIG. 16 of a stabilisation housing of the camera assembly shown inFIG. 14, the stabilisation housing attached to a lens assembly of thecamera assembly;

FIG. 16 is a diagrammatic cross sectional end view of the stabilisationhousing shown in FIG. 15;

FIG. 17 is a diagrammatic view of the stabilisation assembly shown inFIG. 15 and illustrating propagation paths of light rays that passthrough the stabilisation assembly shown in FIG. 14;

FIG. 18 is a plot illustrating movement of a camera tube and faststeering mirror of the camera assembly shown in FIG. 14, and movement ofan image on an image sensor of the camera assembly shown in FIG. 14;

FIG. 19 is a diagrammatic view of an alternative stabilisation assemblyand illustrating propagation paths of light rays that pass through thealternative stabilisation assembly;

FIG. 20 is a diagrammatic view of a further alternative stabilisationassembly and illustrating propagation paths of light rays that passthrough the further alternative stabilisation assembly;

FIG. 21 is a diagrammatic perspective view of a further alternativecamera assembly that includes the stabilisation assembly shown in FIG.20;

FIG. 22 is a diagrammatic view of a further alternative stabilisationassembly and illustrating propagation paths of light rays that passthrough the stabilisation assembly;

FIG. 23 is a diagrammatic perspective view of a further alternativecamera assembly that includes the stabilisation assembly shown in FIG.22;

FIG. 24 is a block diagram illustrating operative components of anaerial camera system that includes an alternative camera assembly;

FIG. 25 is a diagrammatic view of an alternative along-trackstabilisation assembly and illustrating propagation paths of light raysthat pass through the alternative stabilisation assembly;

FIG. 26 is a diagrammatic perspective view of an alternative cameraassembly including the stabilisation assembly of FIG. 14 and alsoincluding the alternative along-track stabilisation assembly of FIG. 25;

FIG. 27 is a diagrammatic view of the alternative camera assembly shownin FIG. 26 and illustrating propagation paths of light rays that passthrough the camera assembly shown in FIG. 26;

FIG. 28 is a diagrammatic perspective view of an alternative aerialcamera system in accordance with a further embodiment of the invention,the aerial camera system including several camera assemblies;

FIG. 29 is a diagrammatic representation of a survey aircraftincorporating the aerial camera system shown in FIG. 25;

FIG. 30 is a diagrammatic perspective view of an alternative cameraassembly that includes an alternative stabilisation assembly

FIG. 31 is a diagrammatic representation of the survey aircraft shown inFIG. 29 and illustrating the respective scan ranges of the cameraassemblies of the camera tube assembly shown in FIG. 28; and

FIG. 32 is a diagrammatic plan view of the respective scan ranges shownin FIG. 30.

DESCRIPTION OF AN EMBODIMENT OF THE INVENTION

Referring to FIG. 1 of the drawings, a survey aircraft 10 with mountedaerial camera system 12 is shown.

The aerial camera system 12 includes at least one camera tube assembly14 arranged to rotate about a respective central longitudinal axis. Thecamera tube assemblies 14 may be packaged in any suitable way, as shownin FIGS. 2 and 3. FIG. 2 shows a pair of adjacently disposed camera tubeassemblies 14, and FIG. 3 shows a cargo pod assembly 16 that includestwo camera tube assemblies 14.

Referring to FIG. 4, a cross-sectional view of a camera tube assembly 14is shown. FIG. 5 shows an enlarged view of an end portion of the cameratube assembly 14.

In this example, the camera tube assembly 14 includes a camera tube 18arranged to rotate about a central longitudinal axis 19, in this examplerelative to an axle bulkhead 20 mounted relative to the survey aircraft10.

The camera tube 18 is connected to a ring frame 22 and the ring frame 22is fixed to an axle 24 that engages with a circular bearing 26 arrangedto facilitate rotation of the axle 24 about the central longitudinalaxis 19. Rotation of the camera tube 18 is affected by a motor, in thisexample a servo motor 28, and the servo motor 28 is controlled such thatthe rotational position of the camera tube 18 relative to the axlebulkhead 20 is controlled. In this example, the servo motor 28 includesa rotary encoder (not shown) that measures the instantaneous position ofa rotor of the servo motor and thereby the rotational position of thecamera tube 18 relative to the axle bulkhead 20. The servo motor 28 iscontrolled using an inertial measurement unit (IMU) 29 arranged todetermine navigational information associated with the survey aircraft10, such as velocity and acceleration information, and attitudereference information including information indicative of changes inroll, yaw and pitch of the survey aircraft 10.

In this example, the camera tube 18 includes an ortho camera assembly 30and at least one oblique camera assembly, in this example a rear obliquecamera assembly 32 and a forward oblique camera assembly 34. However, itwill be understood that any number of ortho and oblique cameraassemblies may be provided.

The ortho camera assembly 30 is arranged such that the field of view isdirected generally vertically downwards in order to capture detailimages of the ground directly beneath the survey aircraft 10. The detailimages are used to produce high resolution ortho imagery withapproximately 70% forward and 2% side overlap between frames, andapproximately 70% side overlap between the ground coverage footprints ofadjacent flight lines.

This arrangement provides a relatively high redundancy for the imagescaptured by the ortho camera assembly 30.

In addition, as a consequence of the camera sweep the base-to-heightratio can improved for the ortho images because images of the sameground feature will be taken from different flight lines.

The rear and forward oblique camera assemblies 32, 34 are arranged suchthat the field of view is respectively directed rearwardly at an angleapproximately 20° from vertical and forwardly at an angle approximately20° from vertical, corresponding to a look angle of approximately 40°.

The structure of each of the ortho, rear oblique and forward obliquecamera assemblies 30, 32, 34 is shown in FIG. 6.

The example shown in FIG. 6 is an ortho camera assembly 30 including alens assembly 36, a sensor assembly 38 and a steering mirror assembly40. The steering mirror assembly 40 is mounted so as to be positioned ata nominal down angle of about 45° so that light from the ground directlybeneath the survey aircraft 10 is directed towards the lens assembly 36and is in turn focused by the lens assembly 36 onto the sensor assembly38.

In this example, each sensor in the sensor assembly 38 has a resolutionof about 5 μm, pixel dimensions of about 5000×3883 and is capable ofcapturing about 10 frames per second, although it will be understoodthat other sensor variations are envisaged. The sensor may be a CMOSsensor with LCD shutter and in this example 2 sensors may be provided inthe sensor assembly 38.

In this example, the lens assembly 36 of the ortho camera assembly 30has a focal length of about 376 mm, although other focal lengths areenvisaged, such as 1800 mm.

In this example, the focal length of the lens assembly 36 of eachoblique camera assembly is 40% longer than the focal length of the lensassembly 36 of the ortho camera assembly 30. The oblique cameraassemblies 32, 34 achieve a similar resolution to the ortho cameraassembly 30 and result in a combined system redundancy of 21 with longbaselines and thereby a strong geometry solution.

The steering mirror assembly 40 in this example includes a steeringmirror 42 and a steering actuator 44 arranged to controllably rotate thesteering mirror 42 about a generally transverse axis 45. The steeringactuator 44 may include a rotary piezo-electric mechanism.

The lens assembly 36, the sensor assembly 38 and the steering mirrorassembly 40 are mounted on a base 46 so that the lens assembly 36, thesensor assembly 38 and the steering mirror assembly 40 are correctlyoriented and positioned relative to each other. A transparent panel 48is disposed on the base 46 beneath the steering mirror 42 to preventingress of material into the space adjacent the steering mirror 42 andthe lens assembly 36.

The steering mirror assembly 40 operates so as to rotate the steeringmirror 42 at a rate corresponding to the instantaneous speed of thesurvey aircraft 10 and in this way provides a degree of compensation forimage blur caused by forward movement of the survey aircraft 10.

This is achieved by effecting partial rotation of the steering mirror 42in a direction so as to at least partially compensate for blur caused byforward motion of the survey aircraft 10, followed by rapid rotationalmovement of the steering mirror 42 in an opposite rotational directionto bring the steering mirror 42 back to a start position.

For example, at 150 m/s air speed at a flying height of 3048 m, theangular velocity at which to rotate the steering mirror is given by:

Va=tan⁻¹(150/3048)=2.817°/s

Although rotation of the steering mirror 42 in this way results in somegeometric distortion of a captured image frame, the effect issubstantially less than 1 pixel since the motion during each exposure isvery low, given by:

Camera rotation (Ca)=angular velocity*shutter speed

Ca=2.817* 1/2000=0.001°

It will be understood that as the aircraft moves forwards, a pluralityof images are captured ‘across track’, that is in a directionperpendicular to the direction of movement of the survey aircraft 10, byrotating the camera tube 18 about the central axis 19, capturing imagesperiodically as the camera tube 18 rotates, and repeatedly retractingthe camera tube 18 back to a start rotational position.

While scanning the camera assemblies 30, 32, 34 in this way enablesmultiple images to be captured at relatively low field of view with alens of relatively high focal length and thereby relatively highresolution, rotating the camera tube 18 causes significant image blur.

For example, rotating a camera tube 18 at a scan rate of 3 seconds, withthe scan covering a 2 km swathe width, has an image blur during a1/2000s exposure as follows:

Rotational velocity of the camera tube is given by:

V=2000/3=666.67 m/s

and given that:

Blur=velocity*shutter speed

the consequent blur as a result of rotating the camera tube 18 is:

Blur=666.67*100* 1/2000=33.33 m

At 7.5 cm resolution, 33.33 m equates to 444.4 pixels of blur.

In order to at least partially compensate for blur due to across-trackscanning, in the present embodiment the system is arranged to reduce theangular velocity of the camera tube 18 during exposure in order toreduce motion blur to less than 50% of 1 pixel. The system may bearranged to halt rotational motion of the camera tube 18 insynchronisation with image capture, or alternatively to sufficientlyreduce rotational movement of the camera tube 18 to enable image captureto occur with motion blur less than 50% of 1 pixel. Slowing downrotation without halting the rotation significantly reducesaccelerations experienced by the system, which in turn reduces powerconsumption, makes the system easier to control, and reduces mechanicalstress on system components.

A camera tube movement plot 50 illustrating rotational movement duringuse of a camera tube of the camera tube assembly 30, 32, 34 is shown inFIG. 7.

The movement plot 50 includes a camera tube position plot 52 indicativeof the rotational position of the camera tube 18 during one full scan ofthe camera tube 18. As shown, the camera tube 18 rotates between arotational start position of about −35° to a rotational end position ofabout +35° in a stepwise manner over a period of about 3 s, then rotatesback to the start position in about 0.5 s. As shown by a camera tuberotational velocity plot 54, the rotational velocity of the camera tube18 repeatedly oscillates between zero and about 50+/s, respectivelycorresponding to flat portions 56 and inclined portions 58 on the cameratube position plot 52. It will be appreciated that the system 12 isarranged to control the sensor assembly 38 to capture an image at timessynchronized with the flat portions 56.

Image blur is also affected by movement of the survey aircraft 10,including instantaneous roll of the survey aircraft 10.

The rotational speed of the steering mirror 42 and/or the rotationalspeed of the camera tube 18 may be adjusted to account for the framerate of the sensor(s) of the sensor assembly 38, the required frameoverlap, the effective field of view of the sensor(s) and instantaneousmovement of the survey aircraft 10 including instantaneous roll of thesurvey aircraft 10.

For this purpose, in the present example the system includes an InertialNavigation System (INS) arranged to determine the position andorientation of the survey aircraft in real time and to use thedetermined position and orientation information in order to estimatesuitable motion compensation parameters for the steering actuator 44and/or the servo motor 28. The INS includes the IMU 29 and a positioninput device, such as a GPS.

In this example, the position and orientation information associatedwith the survey aircraft 10, information indicative of the rotationalposition of the camera tube 18 derived from the position/rotationencoders of the servo motor 28, and information indicative of therotational position of the steering mirror 42 are used to determine aninitial exterior orientation solution (position and orientation) of eachcaptured image.

An alternative camera tube movement plot 60 is shown in FIG. 8. Themovement plot 60 includes a camera tube position plot 62 and a cameratube rotational velocity plot 64. The rotational velocity of the cameratube 18 repeatedly oscillates between a few degrees/s and about 42°/s,respectively corresponding to flat portions 66 and inclined portions 68on the camera tube position plot 62. Maintaining the rotational velocityof the camera tube 18 above zero may reduce power consumption, improvescontrollability of rotation of the camera tube 18 and reduces mechanicalstress. It will be appreciated that as with the camera tube movementplot 50 shown in FIG. 7, in an arrangement according to the camera tubemovement plot 60 shown in FIG. 8, the system 12 is arranged to controlthe sensor assembly 38 to capture an image at times synchronized withthe flat portions 66.

It will be understood that as the camera tube 18 rotates, the rear andforward oblique camera assemblies 32, 34 capture oblique images inforward and rearward regions, with the rotational movement of the cameratube 18 and the angle of view of the rear and forward oblique cameraassemblies 32, 34 causing the camera field of view to scan a groundregion across a generally parabolic path.

It will be understood that the ground regions covered by the ortho andoblique camera assemblies 30, 32, 34 are customisable to an extent bymodifying when images are captured during rotation of the camera tube18.

An example ground coverage footprint 70 illustrating regions of theground that are covered by an ortho camera assembly 30 and obliquecamera assemblies 32, 34 is shown in FIG. 9. As shown, images arecaptured using the ortho 30 and oblique 32, 34 camera assemblies duringan entire sweep of the camera tube 18 and across a current surveyaircraft flight path 72 and first and second adjacent flight paths 74,76 in an ortho ground coverage region 78, a front oblique groundcoverage region 80 and a rear oblique ground coverage region 82.

In an alternative ground coverage footprint 90 shown in FIG. 10, imagesare captured using the oblique camera assemblies 32, 34 during an entiresweep of the camera tube 18 and across a current survey aircraft flightpath 72 and first and second adjacent flight paths 74, 76. Images arealso captured using the ortho camera assembly 30, but only as the cameratube 18 sweeps across the current flight path 72. In the example shownin FIG. 10, an ortho ground coverage region 92, a front oblique groundcoverage region 94 and a rear oblique ground coverage region 96 arecovered.

It will be appreciated that the ground coverage regions 92, 94, 96 maybe achieved by modifying when images are captured by the ortho cameraassembly 30 during rotation of a camera tube 18 such that images arecaptured only during a narrower range of camera tube rotationalpositions that covers the current flight path 72. Alternatively, forexample, the ground coverage regions 92, 94, 96 may be achieved by usingdifferent camera tubes 18 for the ortho and oblique camera assemblies30, 32, 34 and appropriately controlling the camera tube 18 associatedwith the ortho camera assembly so that the ortho camera tube sweepsthrough a smaller rotational range centered at the current flight path72.

In a further alternative ground coverage footprint 100 shown in FIG. 11,images are captured using the ortho camera assembly 30 only as thecamera tube 18 sweeps across the current flight path 72, and images arecaptured using the oblique 32, 34 camera assemblies only as the cameratube 18 sweeps across adjacent flight paths 74, 76. In the example shownin FIG. 11, an ortho ground coverage region 102, a first front obliqueground coverage region 104, a second front oblique ground coverageregion 106, a first rear oblique ground coverage region 108, and asecond rear oblique ground coverage region 110 are covered.

It will be appreciated that the illustrated ortho and oblique groundcoverage regions may be achieved by modifying when images are capturedby the ortho camera assembly 30 during rotation of a camera tube 18 suchthat images are captured by the ortho camera assembly 30 only during anarrower range of camera tube rotational positions centered at thecurrent flight path 72, and modifying when images are captured by theoblique camera assemblies 32, 34 during rotation of the camera tube 18such that images are captured by the oblique camera assemblies 32, 34only during a range of camera tube rotational positions centered at eachof the adjacent flight paths 74, 76.

Alternatively, for example, the ground coverage regions 102, 104, 106,108, 110 may be achieved by using different camera tubes 18 for theortho and oblique camera assemblies 30, 32, 34.

In a further alternative ground coverage footprint 112 shown in FIG. 12,images are captured using the ortho camera assembly 30 as the cameratube 18 sweeps across the current flight path 72 and adjacent flightpaths 74, 76, and images are captured using the oblique cameraassemblies 32, 34 only as the camera tube 18 sweeps across adjacentflight paths 74, 76. In the example shown in FIG. 12, an ortho groundcoverage region 114, a first front oblique ground coverage region 116, asecond front oblique ground coverage region 118, a first rear obliqueground coverage region 120, and a second rear oblique ground coverageregion 122 are defined.

It will be appreciated that the illustrated ortho and oblique groundcoverage regions may be achieved by modifying when images are capturedby the oblique camera assemblies 32, 34 during rotation of a camera tube18 such that images are captured by the oblique camera assemblies 32, 34during rotation of the camera tube 18 only during a narrower range ofcamera tube rotational positions centered at each of the adjacent flightpaths 74, 76.

Alternatively, for example, the ground coverage regions 114, 116, 118,120, 122 may be achieved by using different camera tubes 18 for theortho and oblique camera assemblies 30, 32, 34.

It will be understood that by mounting two oblique camera assemblies 32,34 in the rotating camera tube 18, it is possible to obtain obliqueimages in 4 directions. The oblique swathe defined by each of theoblique camera assemblies 32, 34 forms an arc across 3 flight lines,with the view angle of the oblique swathe ranging between approximately41-46°. As the oblique swathe has a long baseline, it adds considerablestrength to the geometric solution, significantly improving accuracy.

It will also be understood that by using images produced by both theortho camera(s) and the oblique camera(s) in a photogrammetric imageprocessing process, a good bundle adjustment solution is achieved.

Referring to FIG. 13, a block diagram 130 illustrating operativecomponents of the aerial camera system 12 is shown. Like and similarfeatures are indicated with like reference numerals.

The system includes a control unit 132 arranged to control andcoordinate operations in the system, and in particular to receive setupdata 134, altitude data 136 indicative of the current altitude (H) ofthe survey aircraft, ground speed data 138 indicative of the groundspeed V_(g) of the survey aircraft, and positional data 140 indicativeof the position and orientation of the survey aircraft 10, and to usethe received data to derive control parameters for the servo motor 28and thereby the camera tube 18 and control parameters for the steeringactuator 44 and thereby the steering mirror 42.

The control unit 132 may be implemented in any suitable way, and in thisexample the control unit 132 is implemented using a programmable logiccontroller (PLC) or a personal computing device provided withappropriate software and interfaces to implement desired functionality.

The setup data 134 in this example includes data indicative of areference height (H_(ref)) corresponding to ground level, a frameforward angle (FF) indicative of the angle between consecutive capturedimage frames, a frame side angle (FS), a sweep angle (S) that definesthe range of rotational movement of the camera tube 18, and a triggeraltitude height H_(t)that defines the altitude at which the aerialcamera system 12 will commence capturing images.

Using the setup data 134, the control unit 132 calculates derived values142 indicative of the number of image frames (N) to capture during eachcamera tube scan, and the start angle (SA) of each scan.

The start angle is defined by:

SA=FS*(N−1)/2

The control unit 132 uses the input data to calculate cycle control data144, including a frame cycle time (T_(c)):

T _(c)=FF*(H−H _(ref))/V _(g)

The cycle control data 144 also includes a frame time step (T_(f))indicative of the amount of time between capture of successive imageframes:

T _(f) =T _(c)/(N*1.25)

The cycle control data 144 also includes a frame rate value (FR):

FR=1/T _(f)

The cycle control data 144 is used to control rotational movement of thecamera tube 18 and appropriate control signals based on the cyclecontrol data 144 are sent to the servo motor 28. The cycle control data144 is also used to control rotational movement of the steering mirror44 and appropriate control signals based on the cycle control data 144are sent to the steering actuator 44.

The control signals generated by the control unit 132 and used by theservo motor 28 and the steering mirror 44 are produced based on theabove calculations, and taking into account movement of the surveyaircraft in pitch, roll and yaw using the positional data 140.

In this example, the system 130 is arranged such that image acquisitioncannot start until an arm command 146 is received from an operator.

In this example, log data indicative of the parameters and settings usedfor an image capture operation are stored in a log database 150.

In this example, image frame data indicative of images captured by thesystem 130 are stored in an image data storage device 152 located on thesurvey aircraft.

In this example, the system 130 also includes a display 154 thatprovides status information for a pilot of the survey aircraft 10.

In the above described embodiments, in order to at least partiallycompensate for blur due to across-track scanning, the system is arrangedto reduce the angular velocity of a camera tube 18 during exposure inorder to reduce motion blur to less than 50% of 1 pixel.

Alternative arrangements for at least partially compensating for blurdue to across-track scanning are shown in FIGS. 14 to 23.

In FIG. 14, an alternative camera assembly 160 is shown that includes astabilisation assembly 162 arranged to at least partially compensate foracross-track scanning blur. Like and similar features are indicated withlike reference numerals.

The stabilisation assembly 162 includes a primary folding mirror 166that receives light from the lens assembly 36 and reflects the light at90° towards a first fast steering mirror 168. The first fast steeringmirror 168 reflects the light at approximately 90° towards a second faststeering mirror 170, which then reflects the light at approximately 90°towards the sensor assembly 38.

In this example, each of the first and second fast steering mirrors 168,170 is a front coated optically flat articulating mirror mounted to anactuator that is capable of rapidly rotating a movable mirror, in thisembodiment using a rotary piezo-electric mechanism. By synchronizingrotational movement of the articulating mirrors with rotational movementof the lens assembly 36, it is possible to effectively stabilize animage on the sensor of the sensor assembly 38 and thereby reduce imageblur.

As shown in FIGS. 15 and 16, the stabilisation assembly 162 is disposedin a stabilisation housing 172 that attaches to the lens assembly 36,the components of the stabilisation assembly 162 being disposed suchthat light passing through optics 174 of the lens assembly 36 isdirected to the primary folding mirror 166 and thereafter through thefirst and second fast steering mirrors 168, 170 to the sensor assembly38.

Referring to FIG. 17, the first fast steering mirror 168 includes afirst movable mirror 176 that is capable of pivoting about a first pivotconnection 178 between a first position 180 shown in solid lines and asecond position 182 shown in broken lines. Similarly, the second faststeering mirror 170 includes a second movable mirror 184 that is capableof pivoting about a second pivot connection 186 between a first position188 shown in solid lines and a second position 190 shown in brokenlines.

FIG. 17 shows an example incident ray 192 that impinges on the firstmovable mirror 176 of the first fast steering mirror 168 and thereafteris reflected by the first fast steering mirror 168 onto the secondmovable mirror 184 of the second fast steering mirror 170, and by thesecond movable mirror 184 onto the sensor assembly 38.

When both of the first and second movable mirrors 176, 184 are disposedin the first position, the incident light ray 192 strikes the firstmovable mirror 176 at approximately 45° to the surface normal, and afirst reflected ray 194 travels at approximately 90° to the incident ray192 towards the second movable mirror 184. The first reflected ray 194strikes the second movable mirror 184 at approximately 45° to thesurface normal, and the first reflected ray 194 then travels toward thesensor assembly 38 in a direction approximately parallel to the incidentray 192.

If the first movable mirror 176 is rotated slightly about the firstpivot connection 178 by the first fast steering mirror 168, in thisexample by 1°, so as to increase the angle of incidence of the incidentray 192 to 46°, a second reflected ray 196 is produced which travels at92° to the incident ray 192 towards the second movable mirror 184.

If the second movable mirror 184 is rotated slightly about the secondpivot connection 186 by the second fast steering mirror 170 and by thesame rotational amount, in this example by 1°, the second reflected ray196 then travels toward the sensor assembly 38 in a directionapproximately parallel to the incident ray 192, but translated relativeto the first reflected ray 194.

It will be understood that that since the first and second reflectedrays 194, 196 that strike the sensor assembly 38 are parallel and spacedfrom each other, it follows that by rotating the first and secondmovable mirrors 176, 184 by the same angle, but in opposite directionsrelative to their reference angles, an image is translated on the sensorassembly 38 without rotation of the image.

It will also be understood that the length of the optical path from areference point on the incident light ray 192 along the first reflectedray 194 to the sensor assembly 38 is approximately the same as thelength of the optical path from the reference point on the incidentlight ray 192 along the second reflected ray 196 to the sensor assembly38. As a consequence, the focus of the image on the sensor assembly 38remains approximately the same irrespective of the rotational positionof the first and second movable mirrors 176, 184.

Since the length of the optical path can be kept substantially constant,and the image on the sensor assembly 38 translated without rotating theimage on the sensor assembly, by synchronising rotational movement ofthe first and second movable mirrors 176, 184, it is possible to hold animage substantially stationary on the sensor assembly 38 for theduration of an exposure, even though the camera assembly 160 is rotatingabout a longitudinal axis parallel to the direction of movement of theaircraft 10.

A diagram 200 illustrating rotational movement during use of a cameratube 18 that may include multiple camera tube assemblies 160 is shown inFIG. 18.

The diagram 200 includes a camera tube position plot 202 indicative ofthe rotational position of the camera tube 18 during part of a scan ofthe camera tube 18. The camera tube position plot 202 shows rotation ofthe camera tube 18 between about 0° and about +2°. In this example, thecamera tube 18 is assumed to be rotating about its longitudinal axis ata rate that is approximately constant, such as 10°/s.

In this example, it is desired to expose an image on the sensor assembly38 every 40 ms, with the image required to remain substantiallystationary on the sensor assembly 38 for approximately 10 ms. In orderto achieve this, the first and second movable mirrors 176, 184 arerotated together during the exposure time at a controlled rate based onthe speed of rotation of the camera tube 18, so that the optical pathlength remains substantially constant and the rays striking the sensorassembly translate at a speed corresponding to the speed of rotation ofthe camera tube 18. During an exposure time of 10 ms and a tube rotationrate of 10 degrees per second with a 600 mm focal length lens, theoptical axis may need to translate a typical distance of 4 mm across theface of the sensor. Assuming a spacing between the two fast steeringmirrors of 200 mm, this requires a rotational range of movement of thefast steering mirrors of 0.66 degrees. The rate of rotation of the faststeering mirrors may be approximately 60 degrees per second during theexposure and the retrace rate may be typically 50% of this.

The diagram 200 includes a fast steering mirror position plot 204 thatillustrates rotational movement of the first and second movable mirrors176, 184. As shown the fast steering mirror position plot 204 includesshallow incline portions 208 and steep decline portions 210. The steepdecline portions 210 correspond to movement of the first and secondmovable mirrors 176, 184 in a first rotational direction from a startposition to an end position during exposure, and the shallow inclineportions 208 correspond to movement of the first and second movablemirrors 176, 184 back to the start position from the end position beforecommencement of a subsequent exposure.

The diagram 200 also includes an image position plot 206 thatillustrates the movement of images on the sensor assembly 38 as thecamera tube 18 rotates and the first and second movable mirrors 176, 184rotate in synchronisation with the exposure times and at a speed basedon rotation of the camera tube 18. As shown, the image position plot 206incudes inclined portions 212 and flat portions 214. The inclinedportions 212 correspond to movement of the camera tube 18 outside ofexposure times, and the flat portions 214 correspond to movement of thefirst and second movable mirrors 176, 184 during exposure and thepresence of a substantially stable image on the sensor assembly 38.

An alternative stabilisation assembly 220 is shown in FIG. 19. Like andsimilar features are indicated with like reference numerals.

In addition to the first and second fast steering mirrors 168, 170, thestabilisation assembly 220 also includes a fixed intermediate foldingmirror 222 disposed in the optical path between the first and secondfast steering mirrors 168, 170. The intermediate folding mirror 222 hasthe effect of increasing the optical path length between the first andsecond fast steering mirrors 168, 170, thereby increasing the distanceof translation of an image on the sensor assembly 38 for a particularamount of rotation of the fast steering mirrors 168, 170. As shown inFIG. 19, rotation of the first and second fast steering mirrors 168, 170effects translation of a second reflected ray 226 relative to a firstreflected ray 224 whilst maintaining the first and second reflected rays224, 226 parallel.

A further alternative stabilisation assembly 230 is shown in FIG. 20.Like and similar features are indicated with like reference numerals.

With this arrangement, a fast steering common mirror assembly 232 isprovided that includes first and second steering mirrors 234, 236, thecommon mirror assembly 232 being mounted so as to rotate about a pivotconnection 238 between a first position 240 shown in solid lines and asecond position 242 shown in broken lines.

An alternative camera assembly 250 that includes the alternativestabilisation assembly 230 is shown in FIG. 21.

As with the stabilisation assemblies shown in FIGS. 17 and 19,rotational movement of the common mirror assembly 232, for example usinga piezo-electric actuator 254, causes rotational movement of the firstand second steering mirrors 234, 236 and translation of light rays onthe sensor assembly 38 without rotation of the image and withoutaffecting the focus of the image on the sensor assembly 38.

A further alternative stabilisation assembly 260 is shown in FIG. 22.Like and similar features are indicated with like reference numerals.

With this arrangement, only one fast steering mirror 168 is provided inthe optical path between the lens assembly 36 and the sensor assembly38. As shown in FIG. 22 by first and second reflected rays 262, 264,rotation of the movable mirror 176 of the fast steering mirror 168causes translation of the image on the sensor assembly 38, but withrotation of the optical axis and a small change in optical path length.Rotation of the image and a change in optical path length can betolerated if the degree of rotation and change in optical path lengthare small. This embodiment is therefore envisaged only if the rotationalmovement of the movable mirror 176 need only be small in order tocompensate for movement of an image on the sensor and enable exposure ofa substantially stable image on the sensor for a sufficient amount oftime for image capture.

An alternative camera assembly 268 that includes the alternativestabilisation assembly 260 is shown in FIG. 23.

Referring to FIG. 24, a block diagram 270 illustrating operativecomponents of an aerial camera system 12 that includes an alternativecamera assembly provided with a stabilisation assembly 162, 220, 252,260 is shown. Like and similar features are indicated with likereference numerals.

The system operates in a similar way to the embodiments described inrelation to FIGS. 1 to 13 and in particular described with reference tothe block diagram in FIG. 13.

The control unit 132 is arranged to control and coordinate operations inthe system, and in particular to receive setup data 134, altitude data136 indicative of the current altitude (H) of the survey aircraft,ground speed data 138 indicative of the ground speed V_(g) of the surveyaircraft, and positional data 140 indicative of the position andorientation of the survey aircraft 10, and to use the received data toderive control parameters for the servo motor 28 and thereby the cameratube 18 and control parameters for the steering actuator 44 and therebythe steering mirror 42.

As with the embodiments described in relation to FIGS. 1 to 13, thesetup data 134 includes data indicative of a reference height (H_(ref))corresponding to ground level, a frame forward angle (FF) indicative ofthe angle between consecutive captured image frames, a frame side angle(FS), a sweep angle (S) that defines the range of rotational movement ofthe camera tube 18, and a trigger altitude height H_(t) that defines thealtitude at which the aerial camera system 12 will commence capturingimages.

As with the embodiments described in relation to FIGS. 1 to 13, usingthe setup data 134, the control unit 132 calculates derived values 142indicative of the number of image frames (N) to capture during eachcamera tube scan, and the start angle (SA) of each scan.

The control unit 132 uses the input data to calculate cycle control data144, including a frame cycle time (T_(c)). The cycle control data 144also includes a frame time step (T_(f)) indicative of the amount of timebetween capture of successive image frames, and a frame rate value (FR).The cycle control data 144 is used to control rotational movement of thecamera tube 18 and appropriate control signals based on the cyclecontrol data 144 are sent to the servo motor 28. The cycle control data144 is also used to control rotational movement of the steering mirror44 and appropriate control signals based on the cycle control data 144are sent to the steering actuator 44.

The control signals generated by the control unit 132 and used by theservo motor 28 and the steering mirror 44 are produced based on theabove calculations, and taking into account movement of the surveyaircraft in pitch, roll and yaw using the positional data 140.

The control unit 132 also produces control signals for the or each faststeering mirror 168, 170 in order to rotate the or each movable mirror176, 184 in synchronisation with image capture and by an amount andspeed so that a substantially stable image is disposed on the sensorassembly 38 for a sufficient amount of time to effect image capture.

Stopping the rotational motion of the tube for each image capturewithout use of the stabilisation mirrors allows a maximum rate ofapproximately 20 frames per second to be captured by each sensor. Arepresentative combination of 600 mm focal length lenses mounted to anaircraft operating at 25,000 ft and a speed of 450 km/hr providesapproximately 5 cm resolution imagery. The maximum frame rate is limitedby vibration induced in the camera system by the constant stop-startrotational motion which may limit lens and sensor life.

Using the stabilisation fast steering mirrors and a constant tuberotation allows a maximum rate of approximately 100 frames per second tobe captured. Using 1,800 mm focal length lenses mounted to an aircraftoperating at 35,000 ft and a speed of 600 km/hr provides approximately 4cm resolution imagery. The advantage of this system is the increase inmaximum frame rate which is possible because negligible vibration isinduced in the camera system by the oscillatory movements of therelatively low mass fast steering mirrors. The higher frame rate alsoallows the use of longer focal length lenses and faster aircraft forwardspeed resulting in a significant productivity advantage.

It will be appreciated that the present aerial camera system 12 has highredundancy and strong geometry, which enables a good solution to beachieved during a bundle adjustment process of a photogrammetric imageprocessing process.

As numerous control parameters of the system are dynamic, such ascontrol of forward motion compensation, control of across-track motioncompensation, and control of timing of image capture, the system iscapable of compensating for hardware failures, such as failure of onesensor in a multi-sensor configuration, albeit with potentially degradedperformance.

It will be appreciated that the present aerial camera systemsignificantly increases productivity and improves potential accuracyover systems known hitherto.

In particular, the system simultaneously captures a nadir and 4 obliqueground coverage regions using as few as 3 sensors, has a high level ofoverlap between adjacent images and a consequent redundancy of 21, andlong oblique baselines that result in strong geometry.

The present system also has a compact design, and enables highproductivity to be achieved since a large number of images are capturedby rotating the camera tube 18.

The system also has motion compensation in both along-track andacross-track directions that enables high resolution images to becaptured from higher altitude than with aerial image capture systemsknown hitherto.

Referring to FIG. 25, an alternative arrangement 300 is provided for atleast partially compensating for image blur caused by forward motion ofthe survey aircraft. In the present example, the alternative arrangement300 is described in relation to the embodiment shown in FIGS. 1 to 13although it will be understood that the alternative arrangement isapplicable to other embodiments. Like and similar features are indicatedwith like reference numerals.

With this variation, instead of providing a steering mirror 42 disposedbefore the lens assembly 36 that rotates at a speed based on the speedof the survey aircraft, a fixed steering mirror 302 is provided todirect light from the ground beneath the survey aircraft towards thelens assembly 36, and first and second fast steering mirrors 304, 306are provided. In a similar way to operation of the first and second faststeering mirrors 168, 170 in the embodiment shown in FIG. 14, the faststeering mirrors 304, 306 rotate in synchronisation with each other inorder to translate the lens axis on the sensor 38 and thereby provide atleast partial stabilisation of an image on the sensor 38 in an alongtrack direction.

It will be understood that the speed of rotation of the first and secondfast steering mirrors 304, 306 is dependent on the speed of the surveyaircraft.

Referring to FIGS. 26 and 27, an alternative arrangement 320 is providedfor at least partially compensating for image blur caused by forwardmotion of the survey aircraft and across track motion of a cameraassembly. In this example, the alternative arrangement 320 is describedin relation to the embodiment shown in FIGS. 14 to 18 although it willbe understood that the alternative arrangement 320 is applicable toother embodiments. Like and similar features are indicated with likereference numerals.

This variation includes the along track stabilisation arrangement shownin FIG. 25 applied to a camera assembly 160 that uses a pair of faststeering mirrors to at least partially compensate for across trackmotion of the rotating camera assembly 160. With this variation,therefore, a fixed steering mirror 302 is provided to direct light fromthe ground beneath the survey aircraft towards the lens assembly 36, andthird and fourth fast steering mirrors 322, 324 are provided to at leastpartially compensate for along track motion of the survey aircraft, inaddition to first and second fast steering mirrors 168, 170 that atleast partially compensate for across track motion of the cameraassembly 160.

Referring to FIG. 28, a further alternative aerial camera system 330 isprovided. Like and similar features are indicated with like referencenumerals.

The alternative camera system 330 includes several camera assemblies 332oriented such that the central longitudinal axis of the lens array 36 ofeach camera assembly 332 extends generally perpendicular to thedirection of motion of the survey aircraft. In this example, the cameraassemblies 332 are packaged such that 3 camera assemblies 332 areoriented in a first direction and 3 camera assemblies are oriented in ina second direction opposite to the first direction. A survey aircraft334 including suitable packaging 336 for the camera assemblies is shownin FIG. 29.

Each camera assembly 332 is shown in more detail in FIG. 30 and includesa primary steering mirror 338 that is capable of rotating during useabout an axis generally parallel to the direction of motion of theaircraft 334 through a range 45° to 135° relative to the lens assemblycentral longitudinal axis 340.

Each camera assembly 332 also includes first and second fast steeringmirrors 342, 344, a lens assembly 36 and a sensor 38.

Each camera assembly 332 is arranged to rotate about its respectivecentral axis 340 as indicated by arrow 346 at a speed dependent on thespeed of the survey aircraft 334. The rotational movement of the cameraassembly 332 is similar to the rotational movement of the steeringmirror 42 described in relation to the embodiments shown in FIGS. 6 and14 wherein the steering mirror 42 rotates in a first directioncorresponding to the instantaneous speed of the survey aircraft thenrotates rapidly in an opposite direction. In this way, it will beappreciated that at least partial compensation for image blur caused byforward motion of the survey aircraft 334 is provided.

During a survey, images are captured across-track by rotating theprimary steering mirror 338, capturing images periodically as theprimary steering mirror 338 rotates, and repeatedly rotating the primarysteering mirror 338 back to a starting rotational position.

It will be appreciated that the rotational movement of the primarysteering mirror 338 in this way achieves a similar effect to rotationalmovement of the camera assembly 30, 160 about an axis parallel to thedirection of motion of the survey aircraft described in relation to theembodiments shown in FIGS. 6 and 14.

As with the embodiment shown in FIG. 14, at least partial compensationfor image blur caused by the across track movement is achieved using thefirst and second fast steering mirrors 342, 344 by synchronisingrotational movement of the first and second fast steering mirrors 342,344 with rotation of the primary steering mirror during the exposuretime, and thereby substantially holding an image stationary on thesensor assembly 38 during exposure.

As shown in FIGS. 31 and 32, in this example each camera assembly 332 isconfigured so that the field of view of the camera assemblies differs,for example by locating and configuring the camera assemblies such thatthe camera assemblies 332 cover respective regions 350 that togethercover a contiguous area of the ground beneath the survey aircraft 334.

For example, as shown in FIG. 32, the regions 350 may be disposed in apattern such that the camera assemblies cover regions in a pattern thatis 2 regions wide (in a direction transverse to the direction ofmovement of the survey aircraft) and 3 regions long (in a directionparallel to the direction of movement of the survey aircraft), oralternatively 3 regions wide and 2 regions long.

Modifications and variations as would be apparent to a skilled addresseeare deemed to be within the scope of the present invention.

What is claimed is:
 1. An aerial camera system comprising: at least onecamera arranged to capture a plurality of successive images; the atleast one camera being rotatable such that the field of view of thecamera traverses across a region of the ground that includes multipledifferent swathes extending in different directions, the at least onecamera having a steering mirror to direct light reflected from theground onto a lens assembly, the lens assembly having a centrallongitudinal axis extending in a direction generally parallel to adirection of movement of a survey aircraft; and the system arranged tocontrol the at least one camera to capture successive images at definedintervals as the at least one camera rotates.
 2. An aerial camera systemas claimed in claim 1, wherein the camera is an oblique camera, andwherein the field of view of the oblique camera traverses across asubstantially at least partially parabolic shaped region of the ground.3. The aerial camera system as claimed in claim 1, wherein the system isarranged to rotate the at least one camera about an axis substantiallyparallel to the direction of movement of the survey aircraft.
 4. Theaerial camera system as claimed in claim 1, wherein the system isarranged to rotate the at least one camera by oscillating the at leastone camera between a rotational start position and a rotational endposition.
 5. The aerial camera system as claimed in claim 4, wherein therotational start position corresponds to about −35 degrees and therotational end position corresponds to about +35 degrees.
 6. The aerialcamera system as claimed in claim 1, wherein the system is arranged tocontrol rotation of the at least one camera using a servo motor and arotary encoder.
 7. The aerial camera system as claimed in claim 1,wherein the system is arranged to use a detected position and/ororientation of the survey aircraft to determine whether to modify therotational position of the at least one camera in order to provide atleast partial compensation for changes to the position and/ororientation of the survey aircraft.
 8. The aerial camera system asclaimed in claim 1, wherein the at least one camera is mounted in acamera tube and the system is arranged to control rotation of the cameratube.
 9. The aerial camera system as claimed in claim 1, wherein theshape of each ground coverage footprint is controllable by controllingwhen to start and stop image capture as the respective at least onecamera rotates.
 10. The aerial camera system as claimed in claim 1,wherein the at least one camera includes at least one ortho cameraarranged to capture images representative of a ground area substantiallydirectly beneath the survey aircraft.
 11. The aerial camera system asclaimed in claim 10, wherein the system is arranged to control the atleast one ortho camera to capture successive images at defined intervalsas the at least one ortho camera rotates such that successive imagesoverlap by about 2%.
 12. The aerial camera system as claimed in claim10, wherein the system is arranged to control the at least one orthocamera to capture successive images such that adjacent ground coveragefootprints in a direction parallel to the direction of travel of thesurvey aircraft overlap by about 70%.
 13. The aerial camera system asclaimed in claim 10, wherein the system is arranged to control surveyaircraft flight lines such that ortho camera ground coverage footprintsof adjacent flight lines overlap by about 70%.
 14. The aerial camerasystem as claimed in claim 10, wherein each ortho camera has anassociated ortho lens assembly arranged to focus light onto at least oneortho sensor.
 15. The aerial camera system as claimed in claim 1,wherein the at least one camera includes a front oblique camera directedforwardly of the survey aircraft, and at least one rear oblique cameraarranged such that the field of view of the rear oblique camera isdirected rearwardly of the survey aircraft.
 16. A method, comprising:rotating at least one camera such that a field of view of the cameratraverses across a region of the ground that includes multiple differentswathes extending in different directions, the at least one camerahaving a steering mirror to direct light reflected from the ground ontoa lens assembly, the lens assembly having a central longitudinal axisextending in a direction generally parallel to a direction of movementof a survey aircraft; and controlling the at least one camera to capturesuccessive images at defined intervals as the at least one camerarotates.
 17. The method of claim 16, wherein the at least one cameraincludes an oblique camera, and wherein rotating the at least one cameracomprises rotating the at least one oblique camera such that the fieldof view of the oblique camera traverses across a substantially at leastpartially parabolic shaped region of the ground.
 18. The method of claim16, wherein rotating the at least one camera comprises rotating the atleast one camera about an axis substantially parallel to the directionof movement of the survey aircraft.
 19. The method of claim 18, furthercomprising using a detected position and/or orientation of the surveyaircraft to determine whether to modify the rotational position of theat least one camera in order to provide at least partial compensationfor changes to the position and/or orientation of the survey aircraft.20. The method of claim 16, wherein the at least one camera includes atleast one ortho camera arranged to capture images representative of aground area substantially directly beneath the survey aircraft.